EP4101710B1 - Systeme de frein, procédé de frein et véhicule - Google Patents

Systeme de frein, procédé de frein et véhicule Download PDF

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Publication number
EP4101710B1
EP4101710B1 EP20924068.8A EP20924068A EP4101710B1 EP 4101710 B1 EP4101710 B1 EP 4101710B1 EP 20924068 A EP20924068 A EP 20924068A EP 4101710 B1 EP4101710 B1 EP 4101710B1
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EP
European Patent Office
Prior art keywords
brake
assembly
reversing
emb
ecu
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EP20924068.8A
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German (de)
English (en)
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EP4101710A4 (fr
EP4101710A1 (fr
Inventor
Zhuofan YING
Xing Wang
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Huawei Technologies Co Ltd
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Huawei Technologies Co Ltd
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/58—Combined or convertible systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/58—Combined or convertible systems
    • B60T13/585—Combined or convertible systems comprising friction brakes and retarders
    • B60T13/586—Combined or convertible systems comprising friction brakes and retarders the retarders being of the electric type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/58—Combined or convertible systems
    • B60T13/588—Combined or convertible systems both fluid and mechanical assistance or drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/70—Electrical control in fluid-pressure brake systems by fluid-controlled switches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B60T13/745—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input
    • B60T8/409—Systems with stroke simulating devices for driver input characterised by details of the stroke simulating device
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/402—Back-up
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/60—Regenerative braking
    • B60T2270/604—Merging friction therewith; Adjusting their repartition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2125/00—Components of actuators
    • F16D2125/18—Mechanical mechanisms
    • F16D2125/20—Mechanical mechanisms converting rotation to linear movement or vice versa
    • F16D2125/34—Mechanical mechanisms converting rotation to linear movement or vice versa acting in the direction of the axis of rotation
    • F16D2125/40—Screw-and-nut
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2125/00—Components of actuators
    • F16D2125/18—Mechanical mechanisms
    • F16D2125/44—Mechanical mechanisms transmitting rotation
    • F16D2125/46—Rotating members in mutual engagement
    • F16D2125/48—Rotating members in mutual engagement with parallel stationary axes, e.g. spur gears

Definitions

  • This application relates to the field of vehicle braking devices, and in particular, to a braking system, a braking method, and a vehicle.
  • a braking system as one of the important parts of a vehicle, is directly related to comprehensive performance of the vehicle and security of life and property.
  • the braking system of the vehicle has undergone several changes and improvements, from leather friction brake to drum and disc brakes, then to a mechanical anti-lock braking system, and then to an analog electronic anti-lock braking system with the development of electronics technologies.
  • Research on a brake-by-wire (BBW) emerges in recent years.
  • the brake-by-wire includes an electro-hydraulic brake (EHB) and an electro-mechanical brake (EMB).
  • EHB electro-hydraulic brake
  • EMB electro-mechanical brake
  • the EHB developed on the basis of a conventional hydraulic brake, operates by driving a hydraulic system via a motor.
  • the EMB discards a hydraulic device and uses an electronic-mechanical system instead.
  • the EMB has high respond speed, thus a braking distance is greatly shortened.
  • the EMB has no hydraulic system and is therefore simplified and lightweight, facilitating integration of functions such as electronic parking, anti-lock, and brake force allocation.
  • the EMB is insufficient in system security and reliability as it has no mechanical failure protection device.
  • a hybrid braking system based on hydraulic pressure and electronic machinery may be used. Still, the existing scheme can only use the conventional hydraulic brake for the front wheels and the EMB for the rear wheels. In this scheme, when the vehicle is in a normal working condition, because the front wheel retains the hydraulic brake, the braking system is still complex, with high costs while no full play to advantages of the EMB.
  • CN202130438U discloses a feeling simulator of an automotive brake pedal.
  • a rodless cavity of a brake main cylinder is internally provided with a piston resetting spring and is respectively communicated with an oil storage cup and an input end of a two-position three-way solenoid valve;
  • a brake pedal is respectively connected with a push rod of a brake main cylinder piston and a pedal travel sensor; and two output ends of the two-position three-way solenoid valve are respectively connected with a hydraulic control unit HCU and a simulator valve block.
  • the feeling simulator can be used for precisely obtaining brake intention of a driver and feeding back pedal feeling of the driver in time; compared with the traditional hydraulic brake system, the feeling simulator of the automotive brake pedal is changed less, and is mounted on the brake main cylinder or is integrated with the hydraulic brake unit HCU into a whole; therefore, the volume is small, the cost is low, and the difficulty is little.
  • CN108162943B discloses a composite brake-by-wire system with four-wheel pressure independent control and a brake control method thereof.
  • two electromechanical brake modules are connected with an electronic control unit signal.
  • the electronic hydraulic brake modules are all connected to the brake master cylinder pipeline in the brake pedal mechanism, and are sequentially controlled by a normally open switch solenoid valve, an electronic hydraulic pressure booster unit, a normally open linear solenoid valve and a brake wheel cylinder.
  • a pressure sensor is installed on the connecting pipeline of the brake wheel cylinder, and the solenoid valve, the electronic hydraulic booster unit and the pressure sensor are respectively connected to the electronic control unit for signals.
  • This application provides a braking system, an assembly method, a braking method, and a vehicle, so that when a vehicle is in a normal working condition or a non-complete failure working condition, brake force is provided entirely by an electro-mechanical braking system, without depending on a hydraulic system.
  • brake force can be provided by the hydraulic system in a manner that a driver steps on a brake pedal.
  • this application provides a braking system, which may include a pedal assembly, a hydraulic assembly, a reversing assembly, a driving wheel assembly, a pedal feel simulator, and a first electronic control unit (ECU).
  • the pedal assembly is connected to an input push rod of the hydraulic assembly
  • the first ECU is electrically connected to the reversing assembly, and controls the reversing assembly to switch a working location.
  • the reversing assembly includes at least two working locations. When the reversing assembly is at a first working location, the braking system is in a complete failure working condition, and a brake fluid output port of the hydraulic assembly is connected to the driving wheel assembly through the reversing assembly.
  • the input push rod generates displacement under action of the pedal assembly, so that a brake fluid in the hydraulic assembly flows into the driving wheel assembly, and the driving wheel assembly is driven by the brake fluid to provide brake force.
  • the brake fluid output port of the hydraulic assembly is connected to the pedal feel simulator through the reversing assembly.
  • the pedal feel simulator is configured to generate feedback force of the pedal assembly
  • the first ECU is electrically connected to the driving wheel assembly, and controls the driving wheel assembly to provide brake force.
  • the first ECU is configured to obtain a brake signal and to control the reversing assembly to switch a working location based on the brake signal.
  • the first ECU is configured to control the reversing assembly to switch a working location based on the brake signal, to the first working location, when a deceleration capability is less than a preset value or to switch the working location to the second working location, when a deceleration capability is greater than a preset value.
  • step motion of a brake pedal is entirely decoupled from establishment of brake torque.
  • brake force is provided entirely by an electro-mechanical braking system, without depending on a hydraulic system.
  • brake force can be provided by the hydraulic system in a manner that a driver steps on the brake pedal.
  • the driving wheel assembly includes a front wheel assembly and a rear wheel assembly.
  • the brake fluid output port of the hydraulic assembly is connected to the front wheel assembly through the reversing assembly.
  • the first ECU controls the front wheel assembly and the rear wheel assembly to provide brake force.
  • the driving wheel assembly includes a front wheel assembly and a rear wheel assembly.
  • the brake fluid output port of the hydraulic assembly is connected to the rear wheel assembly through the reversing assembly.
  • the first ECU controls the front wheel assembly and the rear wheel assembly to provide brake force.
  • the driving wheel assembly includes a front wheel assembly and a rear wheel assembly.
  • the brake fluid output port of the hydraulic assembly is connected to the front wheel assembly and the rear wheel assembly through the reversing assembly.
  • the first ECU controls the front wheel assembly and the rear wheel assembly to provide brake force.
  • the reversing assembly is a two-position three-way reversing valve. It can be learned from the fourth possible implementation of the first aspect that, a specific reversing assembly is provided. This increases diversity of the solution.
  • the two-position three-way reversing valve includes one oil inlet and two oil outlets, and the brake fluid output port of the hydraulic assembly is connected to the oil inlet of the two-position three-way reversing valve.
  • the brake fluid output port of the hydraulic assembly is connected to the oil inlet of the two-position three-way reversing valve.
  • the front wheel assembly may include two front wheels and a first electro-mechanical brake EMB brake actuator.
  • the first EMB brake actuator is respectively mounted on each wheel of the two front wheels, and the first EMB brake actuator may include a brake wheel cylinder.
  • the brake fluid output port of the hydraulic assembly is connected to the brake wheel cylinder through the reversing assembly, and the input push rod generates displacement under action of the pedal assembly, so that a brake fluid in the hydraulic assembly flows into the brake wheel cylinder, and the brake wheel cylinder is driven by the brake fluid to provide brake force for two front wheels.
  • a specific structure of the front wheel assembly is given.
  • a driver may step on a brake pedal, and a liquid in a brake master cylinder may flow into the brake wheel cylinder of two front wheel assemblies, to establish a mechanical connection.
  • the driver steps on the brake pedal to generate enough brake force.
  • the rear wheel assembly may include two rear wheels and a second EMB brake actuator, and the second EMB brake actuator is respectively mounted on each wheel of the two rear wheels.
  • the first ECU sends an instruction to the first EMB brake actuator and the second EMB brake actuator based on a brake signal.
  • the first EMB brake actuator provides brake force for the two front wheels according to the instruction.
  • the second EMB brake actuator provides brake force for the two rear wheels according to the instruction, where the brake signal includes a displacement signal obtained by a pedal travel sensor of the pedal assembly.
  • the hydraulic assembly includes a brake master cylinder in which a brake fluid is stored, and a cross-sectional area of the brake wheel cylinder is greater than that of the brake master cylinder.
  • a cross-sectional area ratio (a cross-sectional area A2 of the brake wheel cylinder /a cross-sectional area of a brake master cylinder A1) can be used to amplify the brake control force. This ensures that sufficient failure brake force is generated.
  • input force F 1 area A1 *pressure P
  • output force F2 area A2*pressure P.
  • the input force is the brake control force. When A1 is reduced, larger pressure may be generated. Because a feature of hydraulic transmission is that pressure is equal everywhere, larger output force may be generated.
  • the rear wheel assembly includes two rear wheels and a second EMB brake actuator, and the second EMB brake actuator is respectively mounted on each wheel of the two rear wheels.
  • the first ECU sends the instruction to the first EMB brake actuator and the second EMB brake actuator based on the brake signal.
  • the first EMB brake actuator provides brake force for the two front wheels according to the instruction.
  • the second EMB brake actuator provides brake force for the two rear wheels according to the instruction, where the brake signal includes an instruction of an advanced driver assistant system ADAS.
  • the braking system further includes a first one-way valve and a second one-way valve.
  • the first one-way valve is disposed on a pipe between the hydraulic assembly and the front wheel assembly, and a conduction direction of the first one-way valve is a direction from the front wheel assembly to the hydraulic assembly.
  • the second one-way valve is disposed on a pipe between the hydraulic assembly and the pedal feel simulator, and a conduction direction of the second one-way valve is a direction from the pedal feel simulator to the hydraulic assembly. It can be known from the tenth possible implementation of the first aspect that, when the brake pedal is released, the one-way valve may assist the system in quickly releasing pressure.
  • this application provides a braking method, where a first electronic control unit ECU obtains a brake signal, and the first ECU controls, based on the brake signal, a reversing assembly to switch a working location.
  • a brake fluid output port of the hydraulic assembly is connected to a driving wheel assembly through the reversing assembly.
  • the brake fluid output port of the hydraulic assembly is connected to the pedal feel simulator through the reversing assembly, and the first ECU controls the driving wheel assembly to provide brake force.
  • the first ECU controls the reversing assembly, based on the brake signal, to switch the work location to the first work location when it is determined that a deceleration capability is less than a preset value based on the brake signal or the first ECU controls the reversing assembly, based on the brake signal, to switch the work location to the second work location when it is determined that a deceleration capability is greater than a preset value based on the brake signal. It can be learned from the second aspect that the first ECU controls switching of the working location of the reversing assembly, so as to implement switching of a brake source in different working conditions.
  • the first ECU controls the reversing assembly to be at the second working location, and the system adopts electromechanical brake.
  • the system when the system is in a power-on state, that is, when the system is in a normal working condition or a non-complete failure working condition, the first ECU controls the reversing assembly to be at the second working location, and the system adopts electromechanical brake.
  • the system When the system is in a power-off state, that is, when the system is in a complete failure working condition, the system adopts hydraulic brake.
  • a first electronic control unit ECU obtains a brake signal includes: The first ECU receives a displacement signal obtained by a pedal travel sensor of a pedal assembly. The first ECU determines the brake signal based on the displacement signal.
  • the first ECU obtains the brake signal based on an instruction of an advanced driver assistant system ADAS.
  • the driving wheel assembly includes a front wheel assembly and a rear wheel assembly.
  • the first ECU controls the front wheel assembly and the rear wheel assembly to provide brake force.
  • the reversing assembly is a two-position three-way reversing valve.
  • the first ECU when the reversing assembly is at the second working location, the first ECU sends a brake instruction to a first electro-mechanical brake EMB brake actuator of the front wheel assembly and a second EMB brake actuator of the rear wheel assembly based on the brake signal.
  • this application provides an assembly method, and the method may include: connecting a pedal assembly to an input push rod of a hydraulic assembly; and connecting a brake fluid output port of the hydraulic assembly to a driving wheel assembly by using a first working location of a reversing assembly, where the input push rod generates displacement under action of the pedal assembly, so that a brake fluid in the hydraulic assembly flows into the driving wheel assembly, and the driving wheel assembly is driven by the brake fluid to generate brake force; and connecting the brake fluid output port of the hydraulic assembly to a pedal feel simulator by using a second working location of the reversing assembly, where the input push rod generates displacement under action of the pedal assembly to make the brake fluid in the hydraulic assembly flow into the pedal feel simulator, the pedal feel simulator is configured to generate feedback force of the pedal assembly, and a first electronic control unit ECU controls, based on an obtained brake signal, a front wheel assembly and a rear wheel assembly to provide brake force.
  • the driving wheel assembly includes a front wheel assembly and a rear wheel assembly.
  • the brake fluid output port of the hydraulic assembly is connected to the front wheel assembly through the reversing assembly.
  • the first ECU controls the front wheel assembly and the rear wheel assembly to provide brake force.
  • the driving wheel assembly includes a front wheel assembly and a rear wheel assembly.
  • the brake fluid output port of the hydraulic assembly is connected to the rear wheel assembly through the reversing assembly.
  • the first ECU controls the front wheel assembly and the rear wheel assembly to provide brake force.
  • the driving wheel assembly includes a front wheel assembly and a rear wheel assembly.
  • the brake fluid output port of the hydraulic assembly is connected to the front wheel assembly and the rear wheel assembly through the reversing assembly.
  • the first ECU controls the front wheel assembly and the rear wheel assembly to provide brake force.
  • the reversing assembly is a two-position three-way reversing valve. It can be learned from the fourth possible implementation of the third aspect that, a specific reversing assembly is provided. This increases diversity of the solution.
  • the two-position three-way reversing valve includes one oil inlet and two oil outlets, and the brake fluid output port of the hydraulic assembly is connected to the oil inlet of the two-position three-way reversing valve.
  • the brake fluid output port of the hydraulic assembly is connected to the oil inlet of the two-position three-way reversing valve.
  • the front wheel assembly may include two front wheels and a first electro-mechanical brake EMB brake actuator.
  • the first EMB brake actuator is respectively mounted on each wheel of the two front wheels, and the first EMB brake actuator may include a brake wheel cylinder.
  • the brake fluid output port of the hydraulic assembly is connected to the brake wheel cylinder through the reversing assembly, and the input push rod generates displacement under action of the pedal assembly, so that a brake fluid in the hydraulic assembly flows into the brake wheel cylinder, and the brake wheel cylinder is driven by the brake fluid to provide brake force for two front wheels.
  • a specific structure of the front wheel assembly is given.
  • a driver may step on a brake pedal, and a liquid in a brake master cylinder may flow into the brake wheel cylinder of two front wheel assemblies, to establish a mechanical connection.
  • the driver steps on the brake pedal to generate enough brake force.
  • the rear wheel assembly may include two rear wheels and a second EMB brake actuator, and the second EMB brake actuator is respectively mounted on each of the two rear wheels.
  • the first ECU sends an instruction to the first EMB brake actuator and the second EMB brake actuator based on a brake signal.
  • the first EMB brake actuator provides brake force for the two front wheels according to the instruction.
  • the second EMB brake actuator provides brake force for the two rear wheels according to the instruction, where the brake signal includes a displacement signal obtained by a pedal travel sensor of the pedal assembly.
  • the hydraulic assembly includes a brake master cylinder in which a brake fluid is stored, and a cross-sectional area of the brake wheel cylinder is greater than that of the brake master cylinder.
  • the rear wheel assembly includes two rear wheels and a second EMB brake actuator, and the second EMB brake actuator is respectively mounted on each wheel of the two rear wheels.
  • the first ECU sends the instruction to the first EMB brake actuator and the second EMB brake actuator based on the brake signal.
  • the first EMB brake actuator provides brake force for the two front wheels according to the instruction.
  • the second EMB brake actuator provides brake force for the two rear wheels according to the instruction, where the brake signal includes an instruction of an advanced driver assistant system ADAS.
  • the braking system further includes a first one-way valve and a second one-way valve.
  • the first one-way valve is disposed on a pipe between the hydraulic assembly and the front wheel assembly, and a conduction direction of the first one-way valve is a direction from the front wheel assembly to the hydraulic assembly.
  • the second one-way valve is disposed on a pipe between the hydraulic assembly and the pedal feel simulator, and a conduction direction of the second one-way valve is a direction from the pedal feel simulator to the hydraulic assembly. It can be known from the tenth possible implementation of the third aspect that, when the brake pedal is released, the one-way valve may assist the system in quickly releasing pressure.
  • this application provides a vehicle, where the vehicle may include a braking system, and the braking system is the braking system according to any one of the first aspect or the possible implementations of the first aspect.
  • brake-by-wire is implemented based on the EMB, and the hydraulic assembly does not intervene in a brake process, so that an advantage of the EMB is fully utilized.
  • loop switching is implemented through the reversing assembly, so that the hydraulic assembly is connected. This implements failure protection through the hydraulic system.
  • the terms "include”, “contain” and any other variants mean to cover the non-exclusive inclusion, for example, a process, method, system, product, or device that includes a list of steps or modules is not necessarily limited to those modules, but may include other modules not expressly listed or inherent to such a process, method, system, product, or device.
  • Naming or numbering of steps in this application does not mean that the steps in a method procedure need to be performed in a time/logical order indicated by the naming or numbering. An execution order of the steps in the procedure that have been named or numbered can be changed based on a technical objective to be achieved, provided that same or similar technical effects can be achieved. Division into the modules in this application is logical division. In actual application, there may be another division manner.
  • modules may be combined or integrated into another system, or some features may be ignored or not performed.
  • the displayed or discussed mutual coupling or direct coupling or communication connection may be implemented through some ports, and the indirect coupling or communication connection between modules may be in an electrical form or another similar form. This is not limited in this application.
  • modules or sub-modules described as separate components may be or may not be physically separated, or may be or may not be physical modules, or may not be distributed on a plurality of circuit modules. Objectives of the solutions of this application may be achieved by selecting some or all of the modules according to actual requirements.
  • the terms such as “mount”, “link”, “connect”, “fasten”, and “dispose” should be understood broadly.
  • the term “connect” may be a fixed connection, may be a detachable connection, or may be integration; may be a mechanical connection or may be an electrical connection; or may be a direct connection, may be an indirect connection implemented by using an intermediate medium, or may be communication inside two elements or an interaction relationship between two elements.
  • a person of ordinary skill in the art may interpret specific meanings of the foregoing terms in this application according to specific cases.
  • This embodiment of this application provides an EMB with failure protection.
  • electro-mechanical brake-by-wire is implemented based on one controller and four EMB brake actuators, and no hydraulic system is required for force transfer.
  • a controller is also referred to as an electronic control unit (ECU) in some scenarios.
  • the non-complete failure working condition means that the system is degraded due to a fault, but does not entirely lose a working capability.
  • a threshold may be generally set. For example, when the threshold is set to 0.5 g, a deceleration capability is greater than the threshold, that is, the non-complete failure working condition. When the deceleration capability is less than the threshold, it is considered as a complete failure working condition.
  • a driver may step on a brake pedal, and a front wheel hydraulic assembly provides brake force, to ensure basic safety and meet a regulatory requirement.
  • the following describes a structure of a braking system provided in an embodiment of this application from a perspective of a scenario with reference to the normal working condition and the complete failure working condition. It should be noted that a system working principle in a scenario of the non-complete failure working condition is the same as a system working principle in the normal working condition. For understanding, refer to the working principle in the normal working condition. Details are not described again in this application.
  • FIG. 1 is a schematic diagram of a structure of a braking system according to an embodiment of this application.
  • a braking system provided in an embodiment of this application may include a pedal assembly 1, a hydraulic assembly 2, a reversing assembly 3, a front wheel assembly 4, a rear wheel assembly 5, a pedal feel simulator 6, and a first electronic control unit ECU 7.
  • the pedal assembly may include a brake pedal 101.
  • the pedal assembly may further include the brake pedal 101 and a pedal travel sensor 102.
  • the pedal travel sensor 102 is mounted on the brake pedal 101.
  • the pedal travel sensor 102 is mounted on an input push rod 203.
  • An output end of the pedal travel sensor 102 is connected to the first ECU 7.
  • the pedal travel sensor 102 may send an obtained displacement signal to the first ECU 7.
  • the pedal travel sensor 102 is a displacement sensor, configured to feel a travel stepped on by a driver when the brake pedal 101 is stepped down, and transmit a sensing signal to the first ECU 7.
  • the first ECU 7 may determine a brake requirement of a vehicle based on the signal sent by the pedal travel sensor 102, and control a wheel assembly and the like to work to provide brake force for the vehicle.
  • the pedal assembly 1 is connected to the input push rod 203 of the hydraulic assembly 2.
  • the hydraulic assembly 2 may include a fluid reservoir 201 and a brake master cylinder 202. An output end of the fluid reservoir 201 is connected to a brake fluid inlet of the brake master cylinder 202.
  • the fluid reservoir 201 stores a brake fluid, and the brake fluid is sometimes referred to as hydraulic oil, and the name is not limited in this embodiment of this application.
  • the fluid reservoir 201 is configured to replenish the brake master cylinder 202.
  • a brake fluid outlet (also referred to as a brake fluid output port) of the brake master cylinder 202 is connected to the reversing assembly 3 through a pipe, and a function of the reversing assembly 3 is to control conduction, blocking, and a flow direction of the brake fluid.
  • the reversing assembly 3 can control at least two flow directions of the brake fluid.
  • the reversing assembly may be a two-position three-way reversing valve, or the reversing assembly may be another device that can control conduction, blocking, and the flow direction of the brake fluid.
  • the reversing assembly includes at least two working locations.
  • FIG. 1 shows that the reversing assembly is the two-position three-way reversing valve.
  • the brake fluid outlet of the brake master cylinder 202 of the hydraulic assembly 2 is connected to the front wheel assembly 4 through the two-position three-way reversing valve, and the brake fluid outlet of the brake master cylinder 202 of the hydraulic assembly 2 is connected to an oil inlet of the two-position three-way reversing valve.
  • the two-position three-way reversing valve includes two oil outlets. When the two-position three-way reversing valve is at the first working location, one of the oil outlets of the two-position three-way reversing valve is connected to the front wheel assembly 4.
  • the front wheel assembly 4 may include two front wheels 401 and a first EMB brake actuator 402.
  • the first EMB brake actuator 402 is separately mounted on the two front wheels 401.
  • the first EMB brake actuator 402 is mounted on a wheel edge of the front wheel.
  • the EMB brake actuator is sometimes referred to as an EMB actuator for short.
  • the two-position three-way reversing valve is connected to the first ECU 7, and the first ECU 7 may control a working location of the two-position three-way reversing valve. Specifically, when the reversing assembly is at the first working location, the first ECU 7 controls the two-position three-way reversing valve to be in a power-off state, and at a second working location, the first ECU 7 controls the two-position three-way reversing valve to be in a power-on state.
  • FIG. 2 is a schematic diagram of a structure of a braking system according to this application.
  • a brake fluid outlet of the brake master cylinder 202 of the hydraulic assembly 2 is connected to the pedal feel simulator 6 through the two-position three-way reversing valve.
  • a one-way valve 8 and a one-way valve 9 may be further included.
  • the one-way valve 8 is disposed on a pipe between the hydraulic assembly and the front wheel assembly, and a conduction direction of the one-way valve 8 is a direction from the front wheel assembly to the hydraulic assembly.
  • the one-way valve 9 is arranged on a pipe between the hydraulic assembly and the pedal feel simulator, and a conduction direction of the one-way valve 9 is a direction from the pedal feel simulator to the hydraulic assembly. When the brake pedal 101 is released, the one-way valve may assist the system in quickly releasing pressure.
  • FIG. 3 is a schematic diagram of a structure of an EMB actuator according to an embodiment of this application.
  • the first EMB brake actuator 402 may include a second ECU 4021, a motor 4022, a planetary gear mechanism 4023, a ball screw mechanism 4024, a brake wheel cylinder 4025, a brake housing 4026, a sealing ring 4027, an oil inlet 4028, a friction plate 4029 and a brake disc 5030.
  • the planetary gear mechanism 4023 and the ball screw mechanism 4024 may also be referred to as a transmission mechanism.
  • the planetary gear mechanism 4023, the ball screw mechanism 4024, the brake wheel cylinder 4025, the friction plate 4029, and the brake disc 4030 are all accommodated in the brake housing 4026, and the transmission mechanism is integrated in the brake wheel cylinder 4025.
  • the oil inlet 4028 is connected to a brake oil pipe, that is, connected to the first EMB brake actuator 402 shown in FIG. 1 and FIG. 2 .
  • a reversing assembly When a reversing assembly is at a first working location, a vehicle is in a complete failure working condition, and a driver steps on a pedal, so that a brake fluid in the hydraulic assembly enters the brake wheel cylinder 4025 through the oil inlet 4028.
  • the sealing ring 4027 is configured to prevent oil leakage from a gap between the brake wheel cylinder 4025 and the brake housing 4026. Driven by the brake fluid, the brake wheel cylinder 4025 presses the friction plate 4029 and the brake disc 4030 tightly. This implements brake through friction between the friction plate 4029 and the brake disc 4030.
  • a cross-sectional area of the brake wheel cylinder 4025 is greater than a cross-sectional area of the brake master cylinder 202.
  • a cross-sectional area ratio (a cross-sectional area A2 of the brake wheel cylinder /a cross-sectional area of a brake master cylinder A1) can be used to amplify the brake control force. This ensures that sufficient failure brake force is generated.
  • input force F1 area A1*pressure P
  • output force F2 area A2*pressure P.
  • the input force is the brake control force. When A1 is reduced, larger pressure may be generated. Because a feature of hydraulic transmission is that pressure is equal everywhere, larger output force may be generated.
  • a location relationship among the second ECU 4021, the motor 4022, the planetary gear mechanism 4023, and the ball screw mechanism 4024, and a location relationship between the friction plate 4029 and the brake disc 4030 are the conventional technology. This is not specifically limited in this embodiment of this application.
  • the pedal feel simulator is used to generate feedback force of the pedal assembly.
  • Brake pedal feeling refers to feedback of the pedal to a driver's foot during a brake process.
  • a brake-by-wire system cancels the conventional hydraulic, pneumatic, and mechanical force transmission mechanisms, so that pedal displacement and pressure greatly differ from those of the conventional braking system under a same brake working condition. In this case, it is difficult for the driver to feel and control. Therefore, the pedal feel simulator 6 needs to be additionally disposed to simulate a special effect of the brake pedal, so that the driver may have a good feel of control during the brake process and accurately master a magnitude of applied brake force.
  • the first ECU 7 controls, according to an obtained brake signal, the front wheel assembly 4 and the rear wheel assembly 5 to provide brake force.
  • the brake signal may include a displacement signal obtained by the pedal travel sensor 102.
  • the brake signal may further include an instruction of an upper-layer advanced driver assistant system (ADAS).
  • ADAS includes driver assistant functions such as a pre-collision security function, an adaptive cruise control function, and a lane keeping assistant function. These driver assistant functions are constructed in a same vehicle to help the driver avoid a collision, follow a vehicle ahead, or keep own vehicle in its lane.
  • the brake signal may alternatively be other information related to a vehicle status.
  • the brake signal may alternatively be a steering wheel angle, a wheel speed signal, longitudinal acceleration (a driving direction of the vehicle at a current moment is a longitudinal direction), transverse acceleration, or drive motor torque.
  • the rear wheel assembly 5 includes two rear wheels 501 and a second EMB brake actuator 502.
  • the second EMB brake actuator 502 is mounted on each wheel of the two rear wheels.
  • the second EMB brake actuator 502 is mounted on a wheel edge of the rear wheel.
  • FIG. 4 is a schematic diagram of a structure of an EMB actuator according to this application.
  • the second EMB brake actuator 502 includes a third ECU 5021, a motor 5022, a planetary gear mechanism 5023, a ball screw mechanism 5024, a friction plate 5025, and a brake disc 5026.
  • the planetary gear mechanism 5023 and the ball screw mechanism 5024 may also be referred to as a transmission mechanism.
  • the second ECU 4021 of the first EMB brake actuator receives an instruction from the first ECU 7 to drive the motor 4022 to work, and amplifies and applies force on the friction plate through the planetary gear mechanism 4023 and the ball screw mechanism 4024. In this way, brake is implemented by friction between the friction plate 4029 and the brake disc 5030.
  • the third ECU 5021 of the second EMB actuator receives an instruction from the first ECU 7 to drive the motor 5022 to work, and amplifies and applies force on the friction plate through the planetary gear mechanism 5023 and the ball screw mechanism 5024. In this way, brake is implemented by friction between the friction plate 5025 and the brake disc 5026.
  • a location relationship among the third ECU 5021, the motor 5022, the planetary gear mechanism 5023, and the ball screw mechanism 5024, and a location relationship between the friction plate 5025 and the brake disc 5026 are the conventional technology. This is not specifically limited in this embodiment of this application.
  • the first ECU 7 determines a driving intent based on a signal sent by the pedal travel sensor 102, and independently controls the first EMB brake actuator and the second EMB actuator to work to generate brake force.
  • the first ECU 7 may independently control, based on an instruction of an upper-layer ADAS, the first EMB brake actuator and the second EMB actuator to work, to generate brake force.
  • an embodiment of this application further provides an assembly method.
  • the assembly method may include the following steps.
  • a first ECU obtains a brake signal.
  • the brake signal may include one or more of an instruction of an upper-layer ADAS, a signal obtained by the pedal travel sensor 102, a steering wheel angle, a wheel speed signal, longitudinal acceleration and transverse acceleration.
  • the brake signal may further include some other wheel status information, for example, drive motor torque.
  • the first ECU controls a reversing assembly to switch a working location based on the brake signal.
  • a brake fluid output port of the hydraulic assembly is connected to a driving wheel assembly through the reversing assembly.
  • the brake fluid output port of the hydraulic assembly is connected to a pedal feel simulator through the reversing assembly, and the first ECU controls the driving wheel assembly to provide brake force.
  • the driving wheel assembly includes a front wheel assembly and a rear wheel assembly.
  • the first ECU controls the front wheel assembly and the rear wheel assembly to provide brake force.
  • the reversing assembly is a two-position three-way reversing valve.
  • the first ECU when the reversing assembly is at the second working location, the first ECU sends a brake instruction to a first electro-mechanical brake EMB brake actuator of the front wheel assembly and a second EMB brake actuator of the rear wheel assembly based on the brake signal.
  • the brake signal includes a displacement signal obtained by the pedal travel sensor of the pedal assembly.
  • the first ECU when the reversing assembly is at the second working location, the first ECU sends a brake instruction to a first electro-mechanical brake EMB brake actuator of the front wheel assembly and a second EMB brake actuator of the rear wheel assembly based on the brake signal.
  • the brake signal includes an instruction of an advanced driver assistant system ADAS.
  • the first ECU when determining that a deceleration capability is less than a preset value based on the brake signal, the first ECU controls the reversing assembly to switch to the first working location.
  • the first ECU controls the reversing assembly to switch to the second working location.
  • a threshold may be generally set. For example, when the threshold is set to 0.5 g, the deceleration capability is greater than the threshold, that is, a non-complete failure working condition.
  • the first ECU determines that deceleration capability is greater than 0.5 g based on the brake signal
  • the first ECU controls the reversing assembly to switch to the second working location, to adopt EMB brake.
  • the deceleration capability is less than the threshold, it is considered as a complete failure working condition.
  • the first ECU determines that deceleration capability is less than 0.5 g based on the brake signal
  • the first ECU controls the reversing assembly to switch to the first working location.
  • a driver may step on a brake pedal, and a front wheel hydraulic assembly provides brake force, to ensure basic safety and meet a regulatory requirement.
  • FIG. 6 is a schematic flowchart of a brake control method according to an embodiment of this application.
  • the first ECU 7 may perform processing based on the brake signal mentioned above, to calculate brake force required by a vehicle.
  • the brake signal may include an instruction of an upper-layer ADAS, a signal obtained by the pedal travel sensor 102, a steering wheel angle, a wheel speed signal, longitudinal acceleration, transverse acceleration, and the like.
  • the brake signal may further include some other wheel status information, for example, drive motor torque.
  • the first ECU After determining the brake force required by the vehicle, the first ECU allocates the brake force, and sends control instructions to second ECU and third ECU in EMB brake actuators of four wheels, to implement independent control of brake torques of the four wheels.
  • the brake force allocation may include energy recovery control, and coordinated allocation of EMB friction brake force and motor feedback brake force.
  • the EMB friction brake force is friction force generated when a motor of the EMB actuator works and pushes a friction plate to clamp a brake disc.
  • the motor feedback brake force obtained through brake force allocation is motor brake force that may be generated when a new energy vehicle is started through a drive motor of the vehicle, and may implement motor feedback brake through a vehicle control unit (VCU) or a drive motor control unit (MCU).
  • VCU vehicle control unit
  • MCU drive motor control unit
  • a new energy vehicle such as a pure electric vehicle or a hybrid vehicle is generally equipped with a drive motor and a power battery.
  • the motor may work in a feedback brake mode required by an electric generator to charge the battery, so as to recycle brake energy that is originally dissipated by friction of a brake pad. In this way, energy efficiency is improved.
  • Energy recovery control refers to coordinated allocation of the EMB friction brake force and motor feedback brake force.
  • the first ECU 7 is also responsible for failure security management. When four EMB actuators are faulty (for example, EMB actuators of one or two wheels cannot work properly), the system is degraded and enters a limp home mode. The remaining EMB actuators are used to implement brake-by-wire. When the system entirely fails, the first ECU 7 controls a two-position three-way valve to change a working location, closes a loop of the pedal feel simulator 6 that simulates hydraulic characteristics, and opens a backup hydraulic loop of the EMB actuator of the front wheel to ensure a sufficient deceleration capability when the system fails.
  • step motion of the brake pedal is entirely decoupled from establishment of brake torque.
  • a hydraulic system is only used to generate pedal feedback force, and actual brake torque is established by the EMB actuator. This makes full use of all the advantages of the electro-mechanical braking system.
  • the driver can step on the brake pedal, so that a liquid in a brake master cylinder may flow into brake wheel cylinders of two front wheel EMB actuators to establish a mechanical connection.
  • the driver can step on the brake pedal to generate enough brake force.
  • an embodiment of this application further provides an assembly method.
  • the assembly method may include the following steps.
  • the reversing assembly is a two-position three-way reversing valve.
  • the front wheel assembly may include two front wheels and a first electro-mechanical brake EMB brake actuator.
  • the first EMB brake actuator is respectively mounted on each wheel of the two front wheels, and the first EMB brake actuator may include a brake wheel cylinder.
  • That connecting the other end of the hydraulic assembly to a front wheel assembly by using a first working location of a reversing assembly may include: connecting the other end of the hydraulic assembly to the brake wheel cylinder by using the first working location of the reversing assembly, where the input push rod generates displacement under action of the pedal assembly, so that the brake fluid in the hydraulic assembly flows into the brake wheel cylinder; and the brake wheel cylinder is driven by the brake fluid to provide brake force for two front wheels.
  • the hydraulic assembly may include a brake master cylinder in which a brake fluid is stored, and a cross-sectional area of the brake wheel cylinder is greater than that of the brake master cylinder.
  • the rear wheel assembly may include two rear wheels and a second EMB brake actuator, and the second EMB brake actuator is respectively mounted on each wheel of the two rear wheels. That a first electronic control unit ECU controls, based on an obtained brake signal, the front wheel assembly and the rear wheel assembly to provide brake force may include: The first ECU sends an instruction to the first EMB brake actuator and the second EMB brake actuator based on a brake signal; the first EMB brake actuator provides brake force for the two front wheels according to the instruction; and the second EMB brake actuator provides brake force for the two rear wheels according to the instruction.
  • the pedal assembly may include a brake pedal and a pedal travel sensor, and the brake signal may include a displacement signal obtained by the pedal travel sensor.
  • the brake signal may include an instruction of an advanced driver assistant system ADAS.
  • this application further provides a vehicle.
  • the vehicle may be a car, a bus, a semi-trailer, an off-road vehicle, a dedicated vehicle, a motor truck, a tractor, a dumping truck, or the like.
  • FIG. 8 is merely the schematic diagram of the vehicle.
  • the vehicle may be an electric vehicle, a new energy vehicle, or the like.
  • the braking system described above in FIG. 1 to FIG. 4 is mounted on the vehicle.
  • This application may include three specific application scenarios: the vehicle is in a normal working mode, the vehicle is in a non-complete failure working mode, and the vehicle is in a complete failure working mode.
  • independent control on brake torque of four wheels may be implemented based on EMB brake actuators of the four wheels, without relying on a hydraulic system.
  • the pedal feel simulator may be used to provide feedback force of the pedal stepped by a driver.
  • the system is powered off. Through the two-position three-way reversing valve, a pedal feel simulator path is closed, and a path between the two front wheels and the hydraulic assembly is opened. The driver may step on the brake pedal to apply the hydraulic brake force to the front wheels to ensure basic safety.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Regulating Braking Force (AREA)

Claims (14)

  1. Système de freinage de véhicule, comprenant un ensemble pédale (1), un ensemble hydraulique (2), un ensemble d'inversion (3), un ensemble roue d'entraînement, un simulateur de sensation de pédale (6), et une première unité de commande électronique, ECU, (7).
    l'ensemble pédale (1) étant relié à une tige de poussée d'entrée (203) de l'ensemble hydraulique (2), et la première ECU (7) étant reliée électriquement à l'ensemble d'inversion (3), et commandant l'ensemble d'inversion (3) pour changer une position de travail, et l'ensemble d'inversion (3) comprenant au moins deux positions de travail,
    lorsque l'ensemble d'inversion (3) est à une première position de travail, un orifice de sortie de liquide de frein de l'ensemble hydraulique (2) est relié à l'ensemble roue d'entraînement par l'intermédiaire de l'ensemble d'inversion (3) ; et
    lorsque l'ensemble d'inversion (3) est à une seconde position de travail, l'orifice de sortie de liquide de frein de l'ensemble hydraulique (2) est relié au simulateur de sensation de pédale (6) par l'intermédiaire de l'ensemble d'inversion (3), et la première ECU (7) étant reliée électriquement à l'ensemble roue d'entraînement, et commandant l'ensemble roue d'entraînement pour fournir une force de freinage,
    la première ECU (7) étant configurée pour obtenir (501) un signal de freinage ; et
    caractérisé en ce que
    la première ECU (7) est configurée pour commander (502) l'ensemble d'inversion (3) afin de commuter une position de travail sur la base du signal de freinage, vers la première position de travail, lorsqu'une capacité de décélération du véhicule est inférieure à une valeur prédéfinie ; ou
    pour commuter la position de travail vers la seconde position de travail, lorsque la capacité de décélération du véhicule est supérieure à une valeur prédéfinie.
  2. Système de freinage selon la revendication 1, l'ensemble roue d'entraînement comprenant un ensemble de roues avant (4) et un ensemble de roues arrière (5),
    lorsque l'ensemble d'inversion (3) est à la première position de travail, l'orifice de sortie de liquide de frein de l'ensemble hydraulique (2) est relié à l'ensemble de roues avant (4) par l'intermédiaire de l'ensemble d'inversion (3) ; et
    lorsque l'ensemble d'inversion (3) est à la seconde position de travail, la première ECU (7) commande l'ensemble de roues avant (4) et l'ensemble de roues arrière (5) pour fournir une force de freinage.
  3. Système de freinage selon la revendication 2, l'ensemble d'inversion (3) étant une vanne d'inversion à trois voies à deux positions.
  4. Système de freinage selon la revendication 3, la vanne d'inversion à trois voies à deux positions comprenant une entrée d'huile (4028) et deux sorties d'huile, et l'orifice de sortie de liquide de frein de l'ensemble hydraulique (2) étant relié à l'entrée d'huile (4028) de la vanne d'inversion à trois voies à deux positions,
    lorsque l'ensemble d'inversion (3) est à la première position de travail, une sortie d'huile de la vanne d'inversion à trois voies à deux positions est reliée à l'ensemble roue d'entraînement ; et
    lorsque l'ensemble d'inversion (3) est à la seconde position de travail, l'autre sortie d'huile de la vanne d'inversion à trois voies à deux positions est reliée au simulateur de sensation de pédale (6).
  5. Système de freinage selon l'une quelconque des revendications 2 à 4, l'ensemble de roues avant (4) comprenant deux roues avant (401) et un premier actionneur de frein électromécanique, EMB, le premier actionneur de frein EMB étant respectivement monté sur chaque roue des deux roues avant (401), et le premier actionneur de frein EMB comprenant un cylindre de roue de frein (4025) ; et
    lorsque l'ensemble d'inversion (3) est à la première position de travail, l'orifice de sortie de liquide de frein de l'ensemble hydraulique (2) est relié au cylindre de roue de frein (4025) par l'intermédiaire de l'ensemble d'inversion (3).
  6. Système de freinage selon la revendication 5, l'ensemble de roues arrière (5) comprenant deux roues arrière (501) et un second actionneur de frein EMB, et le second actionneur de frein EMB étant monté respectivement sur chaque roue des deux roues arrière (501) ; et
    lorsque l'ensemble d'inversion (3) est à la seconde position de travail, la première ECU (7) envoyé une instruction au premier actionneur de frein EMB et au second actionneur de frein EMB sur la base d'un signal de frein ; le premier actionneur de frein EMB fournissant une force de freinage pour les deux roues avant (401) conformément à l'instruction ; et le second actionneur de frein EMB fournissant une force de freinage pour les deux roues arrière (501) conformément à l'instruction, le signal de freinage comprenant un signal de déplacement obtenu par un capteur de course de pédale (102) de l'ensemble pédale (1).
  7. Système de freinage selon l'une quelconque des revendications 2 à 6, l'ensemble hydraulique (2) comprenant un maître-cylindre de frein (202) dans lequel est stocké un liquide de frein, et une surface de section transversale du cylindre de roue de frein (4025) étant supérieure à celle du maître-cylindre de frein (202).
  8. Système de freinage selon l'une quelconque des revendications 2 à 7, l'ensemble de roues arrière (5) comprenant deux roues arrière (501) et le second actionneur de frein EMB, et le second actionneur de frein EMB étant respectivement monté sur chaque roue des deux roues arrière (501) ; et.
    lorsque l'ensemble d'inversion (3) est à la seconde position de travail, la première ECU (7) envoyé l'instruction au premier actionneur de frein EMB et au second actionneur de frein EMB sur la base du signal de freinage ; le premier actionneur de frein EMB fournissant une force de freinage pour les deux roues avant (401) conformément à l'instruction ; et le second actionneur de frein EMB fournissant une force de freinage pour les deux roues arrière (501) conformément à l'instruction, le signal de freinage comprenant une instruction d'un système avancé d'aide à la conduite, ADAS.
  9. Système de freinage selon l'une quelconque des revendications 2 à 8, le système de freinage comprenant en outre une première valve unidirectionnelle (8) et une seconde valve unidirectionnelle (9), la première valve unidirectionnelle (8) étant disposée sur une conduite entre l'ensemble hydraulique (2) et l'ensemble de roues avant (4), et une direction de conduction de la première valve unidirectionnelle (8) étant une direction allant de l'ensemble de roues avant (4) à l'ensemble hydraulique (2), la seconde valve unidirectionnelle (9) étant disposée sur un tuyau entre l'ensemble hydraulique (2) et le simulateur de sensation de pédale (6), et une direction de conduction de la seconde valve unidirectionnelle (9) étant une direction allant du simulateur de sensation de pédale (6) à l'ensemble hydraulique (2).
  10. Procédé de commande d'un système de freinage de véhicule selon la revendication 1, comprenant :
    l'obtention (501), par la première unité de commande électronique, ECU, (7), d'un signal de freinage ;
    la commande (502), par la première ECU (7), sur la base du signal de freinage, à l'ensemble d'inversion (3) de changer de position de travail,
    la commande (502), par la première ECU (7) sur la base du signal de freinage, à un ensemble d'inversion (3) de changer de position de travail comprenant :
    lors de la détermination qu'une capacité de décélération est inférieure à une valeur prédéfinie sur la base du signal de freinage, la commande, par la première ECU (7), à l'ensemble d'inversion (3) de passer à la première position de travail ; ou
    lors de la détermination qu'une capacité de décélération est supérieure à une valeur prédéfinie sur la base du signal de freinage, la commande par la première ECU (7) à l'ensemble d'inversion (3) de passer à la seconde position de travail.
  11. Procédé de commande selon la revendication 10, l'obtention, par la première ECU (7), d'un signal de freinage comprenant :
    la réception, par la première ECU (7), d'un signal de déplacement obtenu par un capteur de course de pédale (102) d'un ensemble pédale (1) ; et
    la détermination, par la première ECU (7), du signal de freinage sur la base du signal de déplacement.
  12. Procédé de commande selon la revendication 10, l'obtention (501), par la première ECU (7), d'un signal de freinage comprenant :
    l'obtention, par la première ECU (7), du signal de freinage sur la base d'une instruction d'un système avancé d'aide à la conduite, ADAS.
  13. Procédé de commande selon l'une quelconque des revendications 10 à 12, l'ensemble roue d'entraînement comprenant un ensemble de roues avant (4) et un ensemble de roues arrière (5) ; et
    lorsque l'ensemble d'inversion (3) est à la seconde position de travail, la première ECU (7) envoyé une instruction de freinage à un premier actionneur de frein électromécanique, EMB, de l'ensemble de roues avant (4) et à un second actionneur de frein EMB de l'ensemble de roues arrière (5), sur la base du signal de freinage.
  14. Véhicule, le véhicule comprenant un système de freinage, et le système de freinage étant le système de freinage selon l'une quelconque des revendications 1 à 9.
EP20924068.8A 2020-03-09 2020-03-09 Systeme de frein, procédé de frein et véhicule Active EP4101710B1 (fr)

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CN113110238A (zh) * 2021-05-12 2021-07-13 中国第一汽车股份有限公司 Emb冗余控制***与方法
CN114537357A (zh) * 2022-03-07 2022-05-27 北京英创汇智科技有限公司 用于无人驾驶汽车的双绕组线控冗余制动***

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JP4711858B2 (ja) * 2006-03-02 2011-06-29 本田技研工業株式会社 ブレーキ装置
CN101879891B (zh) * 2010-06-29 2012-08-15 浙江亚太机电股份有限公司 汽车制动踏板感觉模拟器
CN102294997B (zh) * 2011-06-15 2013-03-13 浙江亚太机电股份有限公司 汽车制动踏板感觉模拟器
CN202130438U (zh) * 2011-06-15 2012-02-01 浙江亚太机电股份有限公司 一种汽车制动踏板感觉模拟器
IT201700057996A1 (it) * 2017-05-29 2018-11-29 Freni Brembo Spa Pompa freno integrata per impianto frenante di tipo brake by wire e relativo impianto frenante di tipo brake by wire
CN207875615U (zh) * 2017-09-18 2018-09-18 芜湖伯特利电子控制***有限公司 一种解耦的线控制动***
CN107738638B (zh) * 2017-09-18 2020-03-31 江苏大学 一种具有线控制动功能的复合制动***
CN108162943B (zh) * 2018-02-06 2019-06-04 吉林大学 四轮压力独立控制的复合线控制动***及其制动控制方法
CN108189824A (zh) * 2018-02-08 2018-06-22 吉林大学 一种前轮ehb后轮emb的混合线控制动***
DE102018111451A1 (de) * 2018-05-14 2019-11-14 Still Gmbh Bremseinrichtung einer mobilen Arbeitsmaschine mit einer Kombination aus direkt und indirekt betätigter Bremse
CN109606340B (zh) * 2018-12-19 2024-01-09 吉林大学 一种具有备份制动***的电子机械制动***
CN109733356B (zh) * 2018-12-28 2022-06-28 上海擎度汽车科技有限公司 力模拟器及其构成的电子液压制动***
CN110182187B (zh) * 2019-05-21 2020-12-29 清华大学 具有失效保护能力的能量回馈式主动制动***及控制方法

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EP4101710A4 (fr) 2023-03-29
EP4101710A1 (fr) 2022-12-14
US20230001905A1 (en) 2023-01-05
WO2021179118A1 (fr) 2021-09-16

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